US20170198765A1 - Method for reversing a direction of travel of a working machine comprising a power split transmission - Google Patents
Method for reversing a direction of travel of a working machine comprising a power split transmission Download PDFInfo
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- US20170198765A1 US20170198765A1 US15/396,891 US201715396891A US2017198765A1 US 20170198765 A1 US20170198765 A1 US 20170198765A1 US 201715396891 A US201715396891 A US 201715396891A US 2017198765 A1 US2017198765 A1 US 2017198765A1
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- Prior art keywords
- reversing
- control
- travel direction
- transmission
- factor
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 47
- 238000000034 method Methods 0.000 title claims abstract description 37
- 230000001419 dependent effect Effects 0.000 claims abstract description 24
- 239000013643 reference control Substances 0.000 claims abstract description 7
- 230000002706 hydrostatic effect Effects 0.000 claims description 10
- 230000000694 effects Effects 0.000 claims description 4
- 108010071289 Factor XIII Proteins 0.000 description 5
- 238000009396 hybridization Methods 0.000 description 3
- 230000008054 signal transmission Effects 0.000 description 2
- 230000001360 synchronised effect Effects 0.000 description 2
- 230000036461 convulsion Effects 0.000 description 1
- 230000009977 dual effect Effects 0.000 description 1
- 230000007257 malfunction Effects 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 238000005457 optimization Methods 0.000 description 1
Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18036—Reversing
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18036—Reversing
- B60W30/18045—Rocking, i.e. fast change between forward and reverse
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/104—Clutch
- F16D2500/10406—Clutch position
- F16D2500/10412—Transmission line of a vehicle
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/11—Application
- F16D2500/1107—Vehicles
- F16D2500/1112—Heavy vehicle
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/302—Signal inputs from the actuator
- F16D2500/3027—Torque
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/308—Signal inputs from the transmission
- F16D2500/30806—Engaged transmission ratio
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/308—Signal inputs from the transmission
- F16D2500/3081—Signal inputs from the transmission from the input shaft
- F16D2500/30814—Torque of the input shaft
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/31—Signal inputs from the vehicle
- F16D2500/3102—Vehicle direction of travel, i.e. forward/reverse
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/312—External to the vehicle
- F16D2500/3124—Driving conditions, e.g. climbing hills, cornering, traffic
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/50—Problem to be solved by the control system
- F16D2500/502—Relating the clutch
- F16D2500/50287—Torque control
Definitions
- the present invention concerns a method for reversing a travel direction of a working machine that has a power-split transmission, and a reversing control device for carrying out the method according to the invention.
- Working machines are in particular machines which, in accordance with their design and the particular equipment permanently fixed on the vehicle, are intended and suitable for carrying out work but not for transporting people or goods.
- they include agricultural or forestry machines, or also building machines, In particular but not exclusively, in the context of building machines wheel loaders, mobile baggers or also tipper vehicles (for example so-termed dump-trucks) can be mentioned.
- a disadvantage of the known solutions is that in working machines with an automated reversing process, the control variables are pre-set with reference to fixed parameters. Thus, the reversing process of the working machine is carried out under constant conditions. This has the negative consequence that, on the one hand, for the driver the behavior of the vehicle is not always easy to understand and sometimes not reliably reproducible, and on the other hand, non-optimal reversing processes result in poorer quality of the reversing process and ultimately, therefore, to lower productivity/efficiency of the working machine. Furthermore the wear, especially that of the reversing clutches is substantially increased.
- the purpose of the present invention is to provide a better method for carrying out an automated reversing process. This objective is achieved by a method and a reversing control device as described below,
- the reversing of a working machine is understood to mean that from driving operation in a first travel direction a change is carried out to driving operation in a second travel direction.
- the reversing process itself comprises a step in which the working machine is braked (from its driving operation in the first travel direction), a step in which the transmission is shifted or a reversing transmission/one or more reversing clutches are actuated to reverse the direction in which a drive element is rotating, and a step in which the working machine is accelerated (for driving operation in the second travel direction).
- Reversing takes place particularly frequently during so-termed Y-operation, which is characteristic for working machines during loading and unloading processes.
- a transport load bulk or loose material
- the vehicle drives in a first direction (for example, in reverse) to get clear of the loading point (maneuvering).
- the working machine is then braked and the transmission is shifted to change the rotational direction of the drive.
- the vehicle accelerates in the second driving direction and travels to the unloading point.
- the reversing dynamic describes how the steps of the reversing process are carried out, and in particular the time frames for braking, shifting and accelerating again.
- the braking of the working machine takes place by taking account of the thrust torque of the drive element as the transmission ratio of the transmission changes. In this way the vehicle can be slowed largely without wear.
- the load-dependent factor for example the actual hydraulic pressure present in a hydrostatic power branch of a transmission with hydrostatic power-splitting, is measured and used for determining the load-dependent factor.
- this serves as an indicator for the load carried or the thrust torque applied, which is supported by the transmission.
- this high pressure is calculated by way of the transmission ratio steps and a torque on the reversing clutch concerned.
- the above-described procedure can also be used to evaluate a load condition of the working machine.
- a larger load results in increased vehicle weight, which when reversing has an effect similar to that when driving downhill, whereas in contrast reversing with no load acts similarly to driving uphill because of the lower vehicle weight.
- any other load-dependent signal such as the motor torque (obtained from the motor control unit) can be used.
- a choice can be made of what is to serve as the desired dynamic. This can for one thing be a required drive output rotational speed gradient (rpm/s), or a nominal drive output rotational speed gradient (rpm/s) corrected for the Diesel load limit, or the gradient of the transmission ratio of the transmission actually set.
- the result of actuating the motor brake is that a higher thrust torque can be supported by the motor.
- An actuated service brake leads to a lower thrust torque supported by the transmission.
- the actuation of a retarder, hybridization devices on the primary side or a fan have the effect that more thrust torque can be supported by the transmission.
- Actuation of hybridization devices on the secondary side leads to a reduction of the torque that can be supported by the transmission.
- FIG. 1 A schematic representation of a possible sequence for determining the load-dependent factor
- FIG. 2 Schematic representation of the determination of the target control variable
- FIG. 3 Schematic representation of an arrangement of a reversing control device.
- FIG. 1 shows a schematic representation of a possible sequence for the determination of the load-dependent factor 13 .
- the various load-dependent signals for example the required reversing dynamics 8 , the Diesel load limit characteristic 9 , the gradient of the transmission ratio 10 of the transmission or a signal from a torque sensor 11 .
- the logical Or-gate is not an exclusive one, one or more load-dependent signals may be involved in the determination of the load-dependent factor 13 .
- the value of the hydraulic pressure 7 in the hydrostatic power branch is taken into account in the determination.
- the load-dependent factor 13 is recalculated/determined for example in a control unit 3 .
- FIG. 2 shows a schematic representation of the determination of the target control variable for controlling the reversing clutch 4 .
- the determination of the target control variable takes account of the translational factor 14 , the rotational factor 15 and the load-dependent factor 13 .
- FIG. 3 shows a schematic representation of an arrangement of a reversing control unit 1 .
- a drive element for example a Diesel engine
- a transmission 2 for example a hydrostatic power-split transmission
- a reversing transmission with one or more reversing clutches 4 which can also be made in the form of a dual shifting element
- the transmission of power is represented by broken lines.
- the drive element 6 , the transmission 2 and the reversing transmission are connected to a control unit 3 for the transmission of signals.
- the control unit 3 is also connected to a storage element 5 for the transmission of signals.
- the storage element 5 can also be integrated in the control unit 3 .
- the load-dependent signals are read out and processed by the control unit 3 .
- a control magnitude for the actuation of the reversing clutches 4 is determined, and here a comparison is made between target control variables and reference control magnitudes.
- an adapted control signal for the control of the reversing clutches 4 is emitted.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Transportation (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
- Control Of Transmission Device (AREA)
Abstract
Description
- This application claims priority from German patent application serial no. 10 2016 200 174.4 filed Jan. 8, 2016.
- The present invention concerns a method for reversing a travel direction of a working machine that has a power-split transmission, and a reversing control device for carrying out the method according to the invention.
- Working machines are in particular machines which, in accordance with their design and the particular equipment permanently fixed on the vehicle, are intended and suitable for carrying out work but not for transporting people or goods. For example, they include agricultural or forestry machines, or also building machines, In particular but not exclusively, in the context of building machines wheel loaders, mobile baggers or also tipper vehicles (for example so-termed dump-trucks) can be mentioned.
- In working machines power-split transmissions, in particular mechanical/hydrostatic power-split transmissions are often used. When a travel direction reversal is required, a reversing clutch for the current travel direction is opened and a reversing clutch for the new travel direction is closed. Here it is also known that control variables are used for the opening and closing of the reversing clutches, and for determining the control variables a rotational factor and a translational factor are taken into account. In this context the rotational factor relates to the proportion required for the rotation of the internal rotating masses in the transmission. In a general sense the rotational factor represents the fraction of the moment of inertia of the transmission in the reversing process. The translational factor, in contrast, includes above all else the theoretical vehicle mass and the preselected or required reversing dynamic.
- From EP 1 097 318 B1 by the present applicant it is known to initiate a travel direction reversal automatically even at high speeds, by first reducing the travel speed to a lower value by increasing the transmission ratio of a transmission with continuously variable ratio. Then, an open dutch for the new travel direction and a dosed dutch for the previous travel direction are each brought to slipping operation, whereby the drive torque is transferred without interruption and without any jerking from the previously dosed dutch to the previously open dutch. The previously closed clutch is steadily opened further until it is operating without slip. The previously open dutch remains in slipping operation until the vehicle is first braked and then accelerates in the new travel direction, until the driven side and the drive output side of the previously open clutch have reached synchronous speed. Further, the document discloses ways in which the driver can intervene, by actuating the clutch, brake or accelerator pedal, whereby the reversing process can be slowed down or accelerated.
- A disadvantage of the known solutions is that in working machines with an automated reversing process, the control variables are pre-set with reference to fixed parameters. Thus, the reversing process of the working machine is carried out under constant conditions. This has the negative consequence that, on the one hand, for the driver the behavior of the vehicle is not always easy to understand and sometimes not reliably reproducible, and on the other hand, non-optimal reversing processes result in poorer quality of the reversing process and ultimately, therefore, to lower productivity/efficiency of the working machine. Furthermore the wear, especially that of the reversing clutches is substantially increased. According to the aforesaid EP 1 097 318 B1 by the present applicant, it is known that the reversing process can be influenced by actuating the clutch, brake or accelerator pedal, which amounts to an intervention based upon the driver's subjective estimation which does not necessarily result in power- and wear-optimized operation of the working machine.
- Thus, the purpose of the present invention is to provide a better method for carrying out an automated reversing process. This objective is achieved by a method and a reversing control device as described below,
- The reversing of a working machine is understood to mean that from driving operation in a first travel direction a change is carried out to driving operation in a second travel direction. During this the reversing process itself comprises a step in which the working machine is braked (from its driving operation in the first travel direction), a step in which the transmission is shifted or a reversing transmission/one or more reversing clutches are actuated to reverse the direction in which a drive element is rotating, and a step in which the working machine is accelerated (for driving operation in the second travel direction).
- Reversing takes place particularly frequently during so-termed Y-operation, which is characteristic for working machines during loading and unloading processes. After a transport load (bulk or loose material) has been taken up, the vehicle drives in a first direction (for example, in reverse) to get clear of the loading point (maneuvering). The working machine is then braked and the transmission is shifted to change the rotational direction of the drive. Thereafter, the vehicle accelerates in the second driving direction and travels to the unloading point.
- The reversing dynamic describes how the steps of the reversing process are carried out, and in particular the time frames for braking, shifting and accelerating again. For example, the braking of the working machine takes place by taking account of the thrust torque of the drive element as the transmission ratio of the transmission changes. In this way the vehicle can be slowed largely without wear.
- For the determination of the load-dependent factor, for example the actual hydraulic pressure present in a hydrostatic power branch of a transmission with hydrostatic power-splitting, is measured and used for determining the load-dependent factor. Thus, this serves as an indicator for the load carried or the thrust torque applied, which is supported by the transmission. Depending on the travel direction, this high pressure is calculated by way of the transmission ratio steps and a torque on the reversing clutch concerned.
- By taking account of the thrust torque provided by the transmission and the reversing dynamic called for, it can be identified whether a particular thrust torque has been produced by the reversing dynamic called for, or whether it is the result of external influences, such as driving downhill.
- The result of this is that, for example, when in a first travel direction the vehicle is driving up an incline and a direction change from a first travel direction to a second travel direction is carried out, the reversing clutch for the second travel direction is acted upon by less torque, since in that case the force due to the downward incline supports the direction change and the desired reversing dynamic can be achieved with a lower transmitted torque. Without adapting the control of the reversing clutch, in some circumstances the result would be that the clutch was synchronized too rapidly and the reversing process would end abruptly. That would on the one hand be perceived by the driver as an unpleasant jerk, and on the other hand it would increase the loads on the structure, in particular on the components of the power-train.
- In contrast, if a reversing process is carried out on downward-inclined ground, i.e. when the vehicle is moving downhill and then reverses from the first travel direction to the second travel direction, more torque has to be applied to the clutch being closed in order to carry out the reversing process with the desired reversing dynamic. In the case described the force due to the incline opposes the reversing process and without adapting the control of the reversing clutch being closed, that clutch would in some circumstances be actuated in slipping operation for too long a time, which can result in increased wear or even a malfunction.
- Instead of an upward or downward incline, the above-described procedure can also be used to evaluate a load condition of the working machine. A larger load results in increased vehicle weight, which when reversing has an effect similar to that when driving downhill, whereas in contrast reversing with no load acts similarly to driving uphill because of the lower vehicle weight.
- As a further variant it is conceivable to use the load-dependent factor exclusively for the control of the reversing clutches. Correspondingly, there would be no need for an adjustment relating to reference control parameters.
- Instead of the measured hydraulic pressure in the hydrostatic power branch of the hydrostatic power-split transmission, any other load-dependent signal such as the motor torque (obtained from the motor control unit) can be used. Furthermore, a choice can be made of what is to serve as the desired dynamic. This can for one thing be a required drive output rotational speed gradient (rpm/s), or a nominal drive output rotational speed gradient (rpm/s) corrected for the Diesel load limit, or the gradient of the transmission ratio of the transmission actually set.
- In a further optimization step, in collaboration with a vehicle computer or motor control unit it could be taken into account whether the load condition of the transmission is changing due to external influences or because vehicle components have to be switched on or off, such as a motor brake, service brake, retarder, work hydraulic system, hybridization devices, a fan, or closing the opposite reversing clutch, and correspondingly taken into account in the determination of the load-dependent factor.
- The result of actuating the motor brake is that a higher thrust torque can be supported by the motor. An actuated service brake leads to a lower thrust torque supported by the transmission. On the other hand, the actuation of a retarder, hybridization devices on the primary side or a fan, have the effect that more thrust torque can be supported by the transmission.
- Actuation of hybridization devices on the secondary side leads to a reduction of the torque that can be supported by the transmission.
- The object of the present invention will now be described in more detail with reference to the attached figures, which show:
-
FIG. 1 : A schematic representation of a possible sequence for determining the load-dependent factor; -
FIG. 2 : Schematic representation of the determination of the target control variable; -
FIG. 3 : Schematic representation of an arrangement of a reversing control device. -
FIG. 1 shows a schematic representation of a possible sequence for the determination of the load-dependent factor 13. In this case, by way of a logical Or-gate 12 the various load-dependent signals, for example the required reversing dynamics 8, the Diesel load limit characteristic 9, the gradient of thetransmission ratio 10 of the transmission or a signal from atorque sensor 11, are selected. Since the logical Or-gate is not an exclusive one, one or more load-dependent signals may be involved in the determination of the load-dependent factor 13. Furthermore, the value of thehydraulic pressure 7 in the hydrostatic power branch is taken into account in the determination. With reference to these characteristic values, the load-dependent factor 13 is recalculated/determined for example in a control unit 3. -
FIG. 2 shows a schematic representation of the determination of the target control variable for controlling the reversing clutch 4. The determination of the target control variable takes account of thetranslational factor 14, therotational factor 15 and the load-dependent factor 13. -
FIG. 3 shows a schematic representation of an arrangement of a reversing control unit 1. In this, a drive element (for example a Diesel engine), a transmission 2 (for example a hydrostatic power-split transmission) and a reversing transmission with one or more reversing clutches 4 (which can also be made in the form of a dual shifting element) are connected with one another in a power-transmitting manner. The transmission of power is represented by broken lines. - Moreover, the drive element 6, the transmission 2 and the reversing transmission are connected to a control unit 3 for the transmission of signals. The control unit 3 is also connected to a storage element 5 for the transmission of signals. In alternative embodiments the storage element 5 can also be integrated in the control unit 3. The load-dependent signals are read out and processed by the control unit 3. A control magnitude for the actuation of the reversing clutches 4 is determined, and here a comparison is made between target control variables and reference control magnitudes. As a function of the load-
dependent factor 13, an adapted control signal for the control of the reversing clutches 4 is emitted. - 1 Reversing control device
- 2 Transmission
- 3 Control unit
- 4 Reversing clutches
- 5 Storage element
- 6 Drive element
- 7 Hydraulic pressure (in the hydrostatic power branch)
- 8 (Required) reversing dynamics
- 9 Characteristic value
- 10 Gradient of the transmission ratio of the transmission
- 11 (Signal) torque sensor
- 12 Or-gate
- 13 Loa-dependent factor
- 14 Translational factor
- 15 Rotational factor
- 16 And-gate
- 17 (Adapted) control signal
Claims (12)
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
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DE102016200174 | 2016-01-08 | ||
DE102016200174.4 | 2016-01-08 | ||
DE102016200174.4A DE102016200174A1 (en) | 2016-01-08 | 2016-01-08 | Method for reversing a direction of travel of a work machine with a power-split transmission |
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US20170198765A1 true US20170198765A1 (en) | 2017-07-13 |
US10451123B2 US10451123B2 (en) | 2019-10-22 |
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US15/396,891 Active 2037-11-16 US10451123B2 (en) | 2016-01-08 | 2017-01-03 | Method for reversing a direction of travel of a working machine comprising a power split transmission |
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DE (1) | DE102016200174A1 (en) |
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DE102019200774A1 (en) | 2019-01-23 | 2020-07-23 | Zf Friedrichshafen Ag | Method for a vehicle for preventing collisions and / or for reducing collision effects and vehicle |
DE102019215258B4 (en) * | 2019-10-02 | 2023-03-30 | Zf Friedrichshafen Ag | Method for reversing the direction of travel of a vehicle |
US11370406B2 (en) | 2020-03-05 | 2022-06-28 | Deere & Company | Power control system with clutch braking function |
US11654900B2 (en) | 2020-12-08 | 2023-05-23 | Deere & Company | Vehicle stop transmission control system and method |
Citations (3)
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US20150120114A1 (en) * | 2012-05-31 | 2015-04-30 | Zf Friedrichshafen Ag | Method and device for actuating a mobile work machine |
US20150307101A1 (en) * | 2014-04-28 | 2015-10-29 | Ford Global Technologies, Llc | Vehicle and method to control rolling engagements |
US20190032732A1 (en) * | 2017-07-28 | 2019-01-31 | GM Global Technology Operations LLC | Method for statistical adaptive clutch learning of critical clutch characteristics |
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DE19830953A1 (en) | 1998-07-10 | 2000-03-30 | Zahnradfabrik Friedrichshafen | Method and device for controlling a motor vehicle drive train |
WO2012148320A1 (en) | 2011-04-28 | 2012-11-01 | Volvo Construction Equipment Ab | A method for controlling a working machine and a working machine |
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Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
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US20150120114A1 (en) * | 2012-05-31 | 2015-04-30 | Zf Friedrichshafen Ag | Method and device for actuating a mobile work machine |
US20150307101A1 (en) * | 2014-04-28 | 2015-10-29 | Ford Global Technologies, Llc | Vehicle and method to control rolling engagements |
US20190032732A1 (en) * | 2017-07-28 | 2019-01-31 | GM Global Technology Operations LLC | Method for statistical adaptive clutch learning of critical clutch characteristics |
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US10451123B2 (en) | 2019-10-22 |
DE102016200174A1 (en) | 2017-07-13 |
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